Title: Estimation of vehicle home parking availability in China and quantification of its potential impacts on plug-in electric vehicle ownership cost

China has become the world's largest plug-in electric vehicle (PEV) market. One major barrier to greater consumer acceptance of PEVs is the lack of home parking spaces for charging outlets. This paper developed a methodology to estimate the residential parking ratios (parking spaces vs household numbers) and project the residential community-weighted parking availabilities (home parking availabilities) in China, by area and by province, through data mining from several major real estate trading network platforms. The results show that the home parking availabilities from 2015 to 2050 vary by geographic areas and building life expectancy. A method was developed to quantify the shadow values of home parking impacting on PEV ownership costs and combined with Monte Carlo simulation to address estimation uncertainty. Depending on the PEV type and all-electric range, the value of home parking space to a PEV owner, measured by the reduced vehicle ownership cost, ranges from $2399 USD to 10,802 USD. Finally, the total incremental shadow value, relative to the 2015 situation, of the home parking availability for PEV owners increases over time due to both improvement in home parking availability and increase in the PEV population, and is estimated to reach over 2.51 billion USD by 2025more » (U.S. dollars in 2015 level).« less

@article{osti_1436921,
title = {Estimation of vehicle home parking availability in China and quantification of its potential impacts on plug-in electric vehicle ownership cost},
author = {Ou, Shiqi and Lin, Zhenhong and He, Xin and Przesmitzki, Steven},
abstractNote = {China has become the world's largest plug-in electric vehicle (PEV) market. One major barrier to greater consumer acceptance of PEVs is the lack of home parking spaces for charging outlets. This paper developed a methodology to estimate the residential parking ratios (parking spaces vs household numbers) and project the residential community-weighted parking availabilities (home parking availabilities) in China, by area and by province, through data mining from several major real estate trading network platforms. The results show that the home parking availabilities from 2015 to 2050 vary by geographic areas and building life expectancy. A method was developed to quantify the shadow values of home parking impacting on PEV ownership costs and combined with Monte Carlo simulation to address estimation uncertainty. Depending on the PEV type and all-electric range, the value of home parking space to a PEV owner, measured by the reduced vehicle ownership cost, ranges from $2399 USD to 10,802 USD. Finally, the total incremental shadow value, relative to the 2015 situation, of the home parking availability for PEV owners increases over time due to both improvement in home parking availability and increase in the PEV population, and is estimated to reach over 2.51 billion USD by 2025 (U.S. dollars in 2015 level).},
doi = {10.1016/j.tranpol.2018.04.014},
journal = {Transport Policy},
number = ,
volume = 68,
place = {United States},
year = {2018},
month = {5}
}

We report that the Passenger Cars Corporate Average Fuel Consumption and New Energy Vehicle Credit Regulation (dual-credit policy) was enacted by the Chinese government in 2017 to stimulate the fuel-efficient and electrification technologies in the China's passenger vehicle market. Here, this study summarizes the dual-credit policy and develops the New Energy and Oil Consumption Credits Model to quantify the impacts of this policy on consumer choices and industry profits, where internal subsidies as decision variables are used to represent industry responses to the policy. Scenarios in 2016–2020 are simulated and discussed. Key findings from the model results include: (1) themore » Corporate Average Fuel Consumption rules alone may stimulate more plug-in electric vehicle (PEV) sales than the dual-credit policy; however, (2) the dual-credit policy could stimulate more battery electric vehicles (BEVs) in market, compared to other policy scenarios; (3) the industry could “lose” approximately $2122/vehicle by 2020 under the dual-credit policy; (4) battery electric sedans with a range greater than 250 km and plug-in hybrid SUVs could be popular under the dual-credit policy; (5) credit allocations for BEVs in the dual-credit policy can influence the PEV production; and (6) reduction of the fuel-efficient technology costs helps to minimize profit losses impacted by the policy.« less

Plug-in hybrid electric vehicles (PHEVs) have been promoted as a potential technology to reduce emissions of greenhouse gases and other pollutants by using electricity instead of petroleum, and by improving electric system efficiency by providing vehicle-to-grid (V2G) services. We use an electric power system model to explicitly evaluate the change in generator dispatches resulting from PHEV deployment in the Texas grid, and apply fixed and non-parametric estimates of generator emissions rates, to estimate the resulting changes in generation emissions. Here, we find that by using the flexibility of when vehicles may be charged, generator efficiency can be increased substantially. Bymore » changing generator dispatch, a PHEV fleet of up to 15% of light-duty vehicles can actually decrease net generator NO x emissions during the ozone season, despite the additional charging load. By adding V2G services, such as spinning reserves and energy storage, CO 2, SO 2, and NO x emissions can be reduced even further.« less

In this study we explore two charging management schemes for plug-in hybrid electric vehicles (PHEVs). The PHEV drivers and the government were stakeholders who might have preferred different charging control strategies. For the former, a proposed controlled charging scheme minimized the operational cost during PHEV charge-depleting and sustaining modes. For the latter, the research minimized monetized carbon dioxide emissions from electricity generation for the PHEVs charging, as well as tailpipe emissions for the portion of PHEV trips fueled by gasoline. Hourly driving patterns and electricity data were leveraged. Both were representative of each of the eight North American Electric Reliabilitymore » Corporation regions to examine the results of the proposed schemes. The model accounted for drivers' activity patterns and charging availability spatial and temporal heterogeneity. The optimal charging profiles confirmed the differing nature of the objectives of PHEV drivers and the government; cost-effective charge should occur early in the morning, while ecofriendly charge should be late in the afternoon. Each control's trade-offs between operation cost and emission savings are discussed for each North American Electric Reliability Corporation region. The availability of workplace and public charging was found to affect the optimal charging profiles greatly. Charging control is more efficient for drivers and government when PHEVs have greater electric range.« less

This paper presents a multi agent-based simulation framework for modeling spatial distribution of plug-in hybrid electric vehicle ownership at local residential level, discovering plug-in hybrid electric vehicle hot zones where ownership may quickly increase in the near future, and estimating the impacts of the increasing plug-in hybrid electric vehicle ownership on the local electric distribution network with different charging strategies. We use Knox County, Tennessee as a case study to highlight the simulation results of the agent-based simulation framework.

The EV Project deployed over 5,000 AC Level 2 charging stations and over 100 dual-port DC fast chargers for commercial use in 17 geographic regions across the united States. Approximately 8,300 Nissan LEAFs™ and Chevrolet Volts PEVs participated in The EV Project by allowing data to be collected characterizing operation of their PEV and their charging usage. In the San Diego region, final PEV enrollment included 681 Leafs and 272 Volt owners. The PEV charging stations deployed as part of The EV Project included both residential and non-residential sites. Non-residential sites included electric vehicle supply equipment (EVSE) installed in workplacemore » environments, fleet applications and those that were publicly accessible near retail centers, parking lots, and similar locations. The EV Project utilized its Micro-Climate® planning process to determine potential sites for publicly accessible EVSE in San Diego. This process worked with local stakeholders to target EVSE deployment near areas where The EV Project residential participants resided and where significant PEV traffic was expected. Using this process, The EV Project installed 545 non-residential fleet, workplace, and publicly accessible EVSE at 164 locations in the San Diego region. Another report: “Do PEV Drivers Park near Publicly Accessible EVSE in San Diego but not use them?” 1 investigated the San Diego PEV drivers’ use of 139 of these publicly accessible EVSE locations. It examined how frequently drivers parked near publicly accessible EVSE locations, but did not use them for charging. It concluded that parking near EVSE installed by The EV Project accounted for 3% of vehicle away-from-home parking. This report looks in greater detail at the PEV parking locations in San Diego to determine if there are highly utilized parking locations that should have EVSE available.« less